Method of constructing subway tunnels



Feb. 28, 1933. R. ONO 1,899,474

METHOD 0F CONSTRUCTING SUBWAY TUNNELS Filed Sept. 14, 1931 8 Sheets-Sheet l Y 0L M ATTORNEYS.

Feb.28, 1933. R ONO 1,899,474

METHOD OF CONSTRUCTING SUBWY TUNNELS Filed Sep. 14,- 1951 8 Sheets-Shee'l'. 2

Hyaedbw A TTORNEYS.

Feb. 28, 1933.

METHOD 0F CONSTRUCTING SUBWAY TUNNELS` Filed Sept. 14, 1931 8 Sheets-Sheet 3 /I 5l Z 1 W ,zo l

r Ziff-I0 "l 2z 2,;

Z, IZ H "I 7%.13 2" I N VEN TOR. Ryo@ Ona BY M; fr@ ATTORNEYS.

Feb. 28, 1933. R. oNo

METHOD OF CONSTRUCTING UBWAY TUNNELS Filed sepa 14, 1931 8 Sheets-Sheet 4 INVENToR.

BY 2m/ff @VQ ATTORNEYS.

. l l l l l I I I IIL Feb. 28, 1933. R. oNo

METHOD OF GONSTRUCTING SUBWAY TUNNELS Filed Sept. 14, 1931 8 Sheets-Sheet 5 INVENToR.

Ryn 0n0 BY 1l ATTORNEYS.

Feb. 28, 1933. R 0N() 1,899,474

METHOD OF CONSTRUCTING SUBWAY TUNNELS Filed Sept. 14, 1931 8 Sheets-Sheet 6 yLg. 9

IN VEN TOR.

Feb. 28, 1933.

R. ONO 1,899,474

METHOD OF CONSTRUCTING SUBWAY TUNNELS Filed sept. 14, 195i 8 Sheets-Sheet '7 Feb. 28, 1933. R. ONO

METHOD 0F CONSTRUCTING SUBWAY TUNNELS Filed spr. 14, 1931 8 Sheets-Sheet 8 JNVENTOR. R506 0M lllllllllllulll- 0L TTRNEYS.

Patented Feb. 28, 1933 cNm-:DVSTATES PATENT OFFICE nYoE ono, or ononr, snrrono, noxxnrno, rhr'nn'jf METHOD or coN's'rRUcTING"psnnwnrimnnts,

Application filed September 14, 1931; Serial No. 562,798,.and inV .Tap'an November 29, 1930'.i

This invention relates to a method of constructing subway tunnels Vwhich permits'the digging; of tunnels without the useof open trenches or temporary'frames, and has tor? its object the provision ,of a method whereby such tunnels may be constructed without any disturbance of surface pavements or the like.

A second object is the provision of a meth- .E od whereby a tunnel as described may be dug in perfect safety, Vcollapse of the dirt sides and ceiling beingprevented by means to be hereinafter specified.

A further object is the provision of a method whereby a tunnel as described maybe driven through theV earth in any direction desired; a curved path being quite as practicable as a straight one.v

VA still further object is the provision'of K a method by which a tunnel .for the use of 2 subway railroads andthe like maybe constructed quickly and more economically than Vmay be accomplished by known methods.

It isthegeneral practice, in diggingtunnels for theV installation of subway railroads andthe like, because they` are usually dug comparatively near to the surface, to form a. trench by cutting down from the ground surface and to then build in the trench a tem- 4 porary framework'which may be used'to hold back the earth whilea lpermanent tube ofy masonry is installed, As a final step, the tube is covered over by the dislodged'earth, andthe original ground pavement "or surface l restored. This method results in serious or permanent damage to such surface and, when the trench crosses highways,'communicationV is completely cut off during construction proceedings. The process is additionally exreplacing so large a quantityVv of soil; and from the likelihood of cave-ins; and is further objectionable yin` that the large masses of removed soil must be-piled in .whatever` tures. In following out my process, the

groundsurface is disturbed only enough to 50. provide'a'station 'atione end ofthe'proposed Y pensive because-of the cost of removing and tunnel, from the' disloflgedy eaf/hmay f i l be removed and through which-,necessary mal terialsifor construction maybe brought in.,l From this beginning the tunnel 'is excavated exactly -to the desired size, at a; depth and K in adirection. planned to atta-inthe objective y l without disturbance of anyfpipe lines or the like which havepreviously been installed bc*-` neath the surface.- "Since'theioperationdoesnot affect the ,surface, except at'theoriginalcorr opening, the tunnel may cross highways or be extendedl beneath otherV structureszwithout interruption or `any disturbancevof surface activities. The earth removed "is exactly equal in volume tothe volume of the inished tunnel-structure andisremoved at. a single point, so thatno unsightly and damagngvheaps of loose soil are caused. Bue tothe above stated advantagesfit hasbeen found that such a tunnel a'sqdescrbed may`70 y f` be constructedat a costl approximating;a` half or even .a third 0f the expense attachedfto the usual-methods.' y s i Referringato the drawings which form a part of'this application; Y l 75" Fig. l1 is a, vertical sectional, view taken before actualdigging has been started;

F ig.2gis a similar view showing theinitial station or starting point for themexcavation;

, Figs. 3,14'and`5are similar views showing",k modiication ofthe cross beams use d ashereinafter described: y I

Fig.. 6 isla vertical sectiona'lvew of thetunnel at a later stage of fits'construction;

-Figs. 7 andf8y are` longitudinal sectional views showing the construction ofthe frame as the diggingv progresses;

Fig. 9 is a sectional view showing a por-Y tion of the'completed tunnel with railroad installations; l y

Figs-10,11, .12, and 13 are diagrammatic views illustrative Vof various modifications of reinforcingV cross beams; and,

Figs. 14, 15k and 16Y are views'similar toY those shown in Figs. 6, 7 -and 9 respectively, but illustrating the use of different lagging, supports. Y .l l i f v Referring'more; particularly to the draw-l ings, and-especially toFig'. lthereof, the leti ter Ezfrep'resents ,thef ground surfacefand the 1r-Q0 portions indicated generally at A and A in broken lines are the outlines of the tunnels it is proposed to excavate. The first step of the process comprises the driving in opposed sets of the iron or steel piles shown in Fig. 1

at 1, 2 and 3. These piles may have any suitable Vcross-sectional shape, such as I- beam, T-beam, channel, or whatever best suits the conditions encountered, andlthey are driven at positions corresponding to the side walls of the tunnel and with due allowance for later concrete or brick reinforcements. If the tunnel is a new one, commencing from ak latsurface, the next step is the digging of a pit or stationshown at H in Fig. 2; lbut of courseI if the tunnel is-merely Yan extensionof a previously built tunnel, such a pit is unnecessary` Pit H is dug as v,shown tothe'width of the finished subway,

2o and as deep as the top of the tunnel, approximately.` Assuming thepit 'to have-beenv completedand the first pair or 'setof pilesV to have been uncovered, Athe piles are rigidly connected by niea'nsof cross beams 5 which 5 may be secured to the piles by riveting,"weld ing, bolting or other suitable means. If desired, a4 gusset plate 4 may be used to reinforce the'joint between cross beam andpile, `its use serving to facilitate an adjustable connection where unusual conditions of soil orsome unforseen obstruction makes necessary an unequal spacing between the piles. Cross beams '5 may, if found more practical, .be made in two or more joined sections, as

shown at 5A and 5B yin Fig. 4; the sections being joined by welding or some equivalent means. Alsoin Fig; 5, at 5X, isshown an alternative for gusset plate 4. This takesthe form ofv a Vcross reinforcementy or supporting bracket.

Figa 5 illustrates an'other'form of cross bracing whichv has been found best where the underground space is narrow. y In this form Aa number of relatively short pieces a, b, 0,

d, e, f and g are joined inthe form of an arch, which increases the supporting strength of the frame. Bolts X and ZV are Y joined by'a turn buckle Y and comprises a .tension member connecting the bases of the o completed arch. Such a construction as this provides a further advantage in that the segments may be of such size that they may be handledand assembled by one man.

Each of the forms discussed is designed i and intended to be a part of the permanent structure, thus eliminating the expense and time necessary to erect and demolish temporary frame works as 1n the usual processes Y of constructing tunnels.

Vhen the cross beam 5, in any of its forms, hasfbeen fastened in place, lagging 6 is laid over the beam. i Thelagging may take the form of a plate, as shown in Figs. 6, 7, 8 and .n 9, or may be formed-'of structural iron mem- 6", bers such as shown in Figs. 14`and 15. In

any case the lagging elements are made sufti-l ciently longerthan the space between the adjacent piles so as to support the overlying soil while the next piles are being exposed. This length, of course, may be varied to suit the soil conditions found in any individual case. v As shown best in Fig. V2' the next step comprises the addition of lagging 7 to hold back the side dirt walls, and a similar reinforcement l8 with support 9, to prevent loose earth falling into pit H; 'When these protectivemeasureshave been applied, the dig-- ging is carried on tothe next pair or set of piles, which are connected as Y, described by another cross beam 5, and suitable braces 10 are installed lengthwise 1 of the tunnel.

Vithin the framework thus provided,the"

excavation proceeds, the 'framework being added to as 'space makesit possible, and the setsfof piling are successively uncovered and added to the structure. F ig.-8 shows the process at a flater stage ,andV indicates, by broken lines I, II andiIII, the general manner in which the soil is removed in progressive layers. p

When the tunnel Ahas been completed, a foundation board 12 isY laid and on it a permanentfloor of concrete or masonry is built.

`Within such permanent floor may be a suit- 10 this takes the 'form of sim-ple brackets 20; Fig. 11 shows tension-members 22 used in conjunction withal strut 21'; and Figs. 12 and 13 sliovT further variations adapted to the same purpose. When structuresfsuch as areA shown in these iigures' are use-d, it may bc found that the ycross beams and` brackets interfere with the driving .of lagging 6, in which case the brackets may be temporarily secured in place as by bolts instead ofrivets orV welding, and so removed to allow 'for driving the lagging 6.- i

'It is not considered necessary to describe in detail Figs. 14 -toV 16, since'these illustrate structures 'already disclosed, inl conjunction with a modified form of top lagging, wherein instead of a vplate member 6 there is substituted structural'metal beams known commercially as L-beams, vor .TL-beams, or-ordinary steel pipe or thefliker These give a more rigidand stronger rooting for the excavation,

- Figs. 10 to 13 illustrate various modifica-` tions of cross beam structure provided with' reinforcing brackets designed to increase theV lightness^andstrengthof the frame. ln Fig.,

The L-beams 18 or I-beams 19 are driven forward at proper distances apart.' AsA shown in Fig. 15 these beams are -driven upwardly and form an inclined support. yThe lagging boards or plates 6 are inserted between the beams, their ends resting on the -iianges of the beams. This process has the advantages of giving a stronger beam vsupport and shorter andhence stronger lagging pieces 6; and maybe carried on with greater safety, since smaller sections of earth may be removed at a time. Also, the greater rigidity of the beams lessens the likelihood of their bendiii'gpwhile being driven, `as sometimes .occurs when a` relatively thin plate is driven.

It will be seen from the foregoing description that I h-a-vepr-ovidedfa method for constructing subway tunnels and the like whichV possesses important advantages over current methods. Landslides during construction i are either eliminated entirely, or reduced to negligible proportions. The process may be Vapplied to tunnels dug either in a. straight line or in any desired curve; it involves no disturbance of the ground level and its structures; and the expense isV greatly lowered due to elimination of temporary frames, and from other causes alreadycliscussed in the specification. 1 v f It is to be'understood that the drawings and description relate only to a representa-- tive apparatus for the carrying out of my process and it is not intended that vthe ap-y pended claims shall be specifically limited art l piles and toa depth substantially to the top of the proposed tunnel, rigidly and permanently securing by means of a metal cross beam the pair of metal piles which have been exposed in the excavating of said pit, said cross beam being located at substantially the level of the top of the proposed tunnel, driving in a forward and upward direction from the level of said cross beam a plurality of metal girders of I or T cross-section and of such length as to pass the next pair of driven meta-l piles, excavating beneath said met-al girders, inserting supporting lagging as the excavating proceeds, said lagging being held and supported by the ianges of said metal girders, introducing side lagging between the driven metal piles as the excavating proceeds, rigidly and permanently securing by ine-ans of a second cross beamthe second pair of driven metal pil-es, driving a "second set of supporting metal-girders in a forward and upward direction as before,

and enclosing all of said piles, beams and girders in aiinishing layer of concrete, theV said lagging elements beingfused as a mold for the concrete. Y

2. A method as -described in claim 1 in which more than two piles are -driven in a plane transverse to the longitudinal line of the proposed tunnel. Y

v3. A method as `described in claim 1 in which the structural elements recited are enclosed in a protective wall of masonry.r

In testimony whereof. I have affixed lmy signature.

RYOE ONO.y 

